Railway-traffic-controlling system and apparatus



Oct. 14, 1930. M. H.' LOUGHRIDGE 1,778,328

RAILWAY TRAFFIC CONTROLLING SYSTEM AND APPARATUS Filed Nov. 24, 1919 3 Sheets-Sheet l Oct. 14, 1930. M. H. LOUGHRIDGE RAILWAY TRAFFIC CONTROLLING SYSTEM AND APPARATUS MN 9% Qm 1km an m 11 b A W m 5 Sheets-Sheet 2 Filed Nov. .24, 1919 Oct. 14, 1930. M. H. LOUGHRIDGE NTHOLLINU SYSTEM AND APPARATUS RAILWAY TRAFFIC CO Filed Nov. 24. 1919 3 Sheets-Sheet 5 ATTORNEY.

: leaving a neutral zone in the middleand thelocomotive devices respond independently to Patented Oct. 14, 1930 PATENT OFFICE MATTHEW H. LOUGHRIDGE, F BOGOTA, NEW JERSEY 'RAILWAY-TRAFI'IC-CONTROLLING SYSTEM AND APPARATUS Application filed November 24, 1919. Serial No. 340,881.

I effects by the sequence of operation of devices 'on the locomotive. It also provides a mechanical contacting device on the locomotive engaging a device on the track with the minimum of wear and resistance, a means for recording the performance of said contacting devices and a means for obtaining a plurality of effects from a single track device engaging a locomotive device.

Certain features of the present invention I may be used with the system disclosed in U. S. Patent 1,299,595, issued April 8, 1919. It, however, is applicable to any system where certain. definite effects are desired on a locomotive.

Part of the present invention includes a novel form of ramp on the track and a novel form of shoe on the locomotive coacting with this ramp to obtain new and important results. The ramp consists of a ridge of manganese or non-magnetic iron placed parallel to the track and arranged to engagte t e locomotive shoe. Two ridges of so iron are placed parallel with the manganese iron and I spaced therefrom and a plurality of magnet coils are placed transversely on the ramp be tween said soft iron rid es. When these coils are energized the so iron ridges become magnetized and suitable responding devices are placed'on the locomotive. These coils are placed at each end of the ramp each of said magnetic ends. The locomotive apparatus also re p nds to the polarity of these magnets and diflerentiates between the 'drawmgs' in different polarities at each end of the ramp. The ramp magnets are controlled according to track conditions desired to control the train.

It is a common practice in devices of this kind to have the locomotive shoe when it engages the ramp, make electrical contact therewith. In order to obtain a reliable contact, particularly under conditions of snow and ice, it is usually necessary to use very con- 00 siderable pressure on the shoe which causes undue wear of both shoe and ramp. The present invention avoids this condition by using an inductive effect from the magnetism I of the ramp to obtain conditions corresponding to that formerly obtained by making electrical contact with the ramp. The shoe therefore consists of a comparatively light member engaging the ramp through a roller. In order to further reduce the impact between the ramp and the shoe and to insure that the roller will remain horizontal over any ortion of the ramp, the shoe head or mova le member is connected by a toggle with parallel arms to the locomotive which causes the shoe, when displaced by the ramp, to move in a vertical plane. This construction greatly reduces the friction between the shoe and the ramp and maintains them in perfect alignment. 1

The magnetic part of the shoe consists of two sets of magnets each consisting of two magnet cores or pole pieces. A pole piece of each magnet .enga es one ofsaid magnetized rid es and t rough the armature forinsa pat for the magnetic lines of force between said rid es, thereby operating circuits to control t e train.

It is evident that these pole pieces may wear unevenly or the rid s may become irregular; it is however, desira le to avoid increasing the air gap to any great extent in the ma etic circuit formed by the ma etic cores. novel construction is provi ed for this purpose causing the le pieces to bear equally on f magnetic ri gewithout regard to irregularities. I detail description of this invention will be found in the ollowing specification and which, 1 is a plan view of 7- the ramp, Figs 2 is a side elevation, Fig. 3 is a cross-section on line a-b of Fig. 1, Fig. 4 is a cross-section on an enlarged scale through one of the coils of Fig. 1. Figure 5 shows a side elevation of the locomotive shoe, Fig. 6 is a corresponding front elevation, Fig. 7 is a plan view of the shoe with certain parts in section; Figs. 8 and 9 are details. Figure 10 is a plan of the track wiring showing the location and control of the ramps. Figures 11 and 12 show the locomotive wiring, Figures 13 and 14 show charts used to register the shoe and ramp performance. Figs. 15 and 16 correspond with Figs. 11 and 12 and show the progressive changes in the locomotive circuits as the shoe passes over an energized ramp; Fig. 17 shows the conditions of the vehicle circuits when the shoe engages a deenergized ramp; Figs. 18 and 19 show the positions of the polarized control magnets under different conditions of polarity in the track magnet and Fig. 20 shows the position of the polarized magnet when the track magnet is deenergized.

e ramp consists of a length of T-iron 11 secured to a stringer 12 set on the ties 23. Extending parallel with and spaced from the web of the T-iron are the iron plates 13 and 14. A number of magnets 15 are placed transversely across the ramp as shown, the cores of these magnets 16 supporting the plates 13 and 14. These plates may be laminated as indicated in Fig. 4, when alternating current is used to energize the ramp magnets.

1 Each coil 18 passes through an aperture in the web of T-iron 11 and is protected by a brass or non-magnetic ring 17 which also acts as a spacer for the plates 13 and 14 when clamped by the core 16. I prefer to make the T-iron 11 of manganese steel which is nonmagnetic and which has good wearing qualities for the class of service here required.

The magnet coils at one end of the ramp are connected, preferably in series, to a source of current and in such a way that similar poles engage the same plate. When these magnets therefore, are energized the soft iron plate 13 assumes one polarity, N for instance, as indicated on the drawing, and the plate 14 assumes the opposite polarity, as indicated by S. This end of the ramp therefore becomes a magnet with one pole pointing toward the track and the other pole pointing away from it. By using non-magnetic iron for the T-iron in the centre, the magnetic leakage between the poles is reduced to a minimum. To further prevent magnetic leakage the pl tes 13 and 14 are insulated by an air gap rom the base of the T-iron; also the web of the T-iron is located on the neutral axis of the magnet coils. By magnetizing each plate with one polarity the lines of force tend to leak between the plates across the ramp. Residual magnetism in the plates therefore would not materially affect the locomotive magnets.

It will be noted from Figs. 1 and 2 that the ramps have a similar set of magnets at each end which operate in exactly the same way. The number of these magnets may be varied and the ramps may be of any length. Towards the middle of the ramp the magnet coils are omitted from the core 16 as shown and plates 13 and 14 opposite the centre are not magnetized; in fact the cores 16 form a path for magnetic leakage between plates 13 and 14 which insures that the length of plates between these bare cores will not be magnetized.

The locomotive apparatus will be understood from Figs. 5, 6 and 7. 21 indicates the running rails on the ties 23; 22 is a wheel having the axle 24 supporting the equalizer 25 to which the main frame 26 of the shoe is secured. The bracket 27 is attached to this frame and supports the shoe mechanism by a toggle arrangement which provides for the vertical movement of the latter. The upper toggle arms 28 are pivoted to bracket 27 at 30 and to the shoe head at 34 engaging the extension 36 for this purpose. The lower toggle arms 29 are pivoted to the bracket at 31 and to the shoe head at 35. This providesfor the motion of the shoe in the vertical- .plane, its lowest position being determined by the screws 33 engaging the extensions 32 of arms 29. The apparatus used with this system is designed to be operative with the same degree of flexibility when the locomotive runs either end first on single or double track. For this reason the parallel arms 28 and 29 supporting the shoe head are placed at right angles to the track so that the shoe may be mechanically displayed with the same facility when either end engages the ramp.

The'mechanieal part of the shoe engaging the ramp 11 and displaced thereby consists of a head 38 integral with the plate 37 and carrying a hardened steel roller 39, which, on engaging the incline of the ramp is raised vertically. This imparts motion to the long Vertical arm 41 which is positioned relative to'the bridge 43 secured to the toggle arms 28, by the adjusting screw 42 which links arm 41 to toggle arms 28 and causes it to move "there- .with. The lower end of this arm has an extension 44 engaging spring 45 which imparts a normal bias to hold it in the position shown It will be observed that the centreiron'of the ramp is on a higher plane than theside plates. This affords better mechanical protection to the side'platesagainst objects dragging from passing trains and protects them from the roller of the shoe. If desired the space between the side and centre plates can be filled with hard wood.

The magnetic parts of the shoe consist of two sets of laminated cores or pole pieces, one on either side of the roller of the shoe and indicated by B and C, Figs. 6 and 12. These pole pieces are arranged to engage the magnetized plates 13 and 14 of the ramp and to form a leakage path between these plates thereby attracting an armature and setting up a combination of circuits as required.

71 indicates one laminated pole piece engaging plate 13 and 72 is the corresponding pole piece engaging plate 14. If coils 15 are energized these pole pieces are energized by magnetic induction, the laminated armature 74 is attracted and, by means of stems 75, the contacts 7 6 or 77, or similar contacts placed on either side of plate 37 are operated to close or open as desired. In addition the horseshoe magnets 92 and 93 are suspended to swing between the poles 71 and 72; these magnets swing to either side depending upon the polarity by which the pole pieces 71 and 72 are energized In either position they may operate to close or open circuits as between contacts 94. The laminations 71 and 72 may be provided with solid ends 73 where they engage the magnetic plates, to prevent undue wear.

tions apply to the lower toggle arms 79. The swivel pieces 80 support the bridgepieces 95. One end of each bridge piece is pivoted at ,81 to the shackle 84 supporting pole piece 72 and the other end is pivoted at 82 to shackle 83 supporting pole piece 71, the same arrangement being duplicated for the toggle arms 78 and 79. p This arrangement, it will be noted, prdvides for the vertical movement of the pole pieces 71 and 72 on the toggle arms 78 and 79. Also, each bridge piece 95 forms a floating lever between poles 71 and 72 pivoted in the centre at 80 so that as one pole is raised the other is correspondingly depressed and the poles of the magnet follow any irregular contour onthe surface of plates 13 and 14 without introducing an air gap of any appreciable extent. The limit of the downward movement of the pole pieces is regulated by the adjusting screw 85 engaging extensions of the toggle arms 78 at 86. A spring bias may be applied to these pole pieces as indicated at 87 to prevent vibration. The mechanical displacement of the pole pieces may be used to open or close a circuit as at 89 and 90, Fig. 9, where the extensions of the toggle arms 79 operate these contacts. The metallic parts surrounding the poles 71 and 72 are made from non-magnetic material such as brass to prevent leakage of the lines of force.

It will be apparent that where the ,ramp

is energized by alternating current the simplest arrangement is to make the pole pieces into the core of a transformer with a transformer winding in circuit with an electro-responsive device to operate the circuit controllers 76 and 77.

The magnet 92 is pivoted to swing transversely between the poles 71-72 of magnet C. When pole 71, for instance, is magnetized with N polarity, it will attract the S pole of magnet 92 and pole 72 of the opposite polarity will repel the N pole of 92. Magnet 93 is similarly operated, see Figs. 18 and 19. Only one pole of magnets 93 or 92 can engage the poles of magnet B, or C, respectively, so that there is a large air gap or reluctance in the field of these permanent magnets which, ordinarily, is sufficient to prevent these magnets from holding in the deflected position against the poles 71 or 72 when these poles are demagnetized. Thus, in practice, these magnets, assume the neutral or vertical position, opening the circuit at 94 except when under the influence of a magnetized ramp, see Fig. 20.

An iron protecting cover indicated by the dotted outline 91 is provided as a protection against mechanical injury for the shoe.

It has been stated that the displacement of the shoe by the ramp causes a stop signal, hence it is important that this part of the mechanism operate with the utmost reliability. To this end I provide a chart on which is registered automatically the extent of the displacement caused by each ramp; also, a ready means is provided to detect the absence of a ramp.

This chart is operated b the mechanism shown in Figs. 5 and 8. X stepping wheel 51 is mounted for rotation in the bracket 56 on the sleeve 52 which turns freely on the lead screw 53; this screw is rigidly secured to the bracket and does not turn. The stepping wheel 51 is moved by the pawl pivoted to the rocker 49 which moves freely on sleeve 52 in response to movements of arm 41, through connection 48; thus each movement of the arm 41 from the normal position to the displaced position will move the pawl .50 forward to engage a new tooth and secure a partial movement of stepping wheel 51". In or'der'that the stepping wheel may move an equal distance for eac displacement of the shoe,the flat spring'54 is provided to engage the flat side of nut thus positioning the steppin wheel accurately for each movement of thes oe even when these movements are incomplete.

Placed on the sleeve 52 is the drum 57 carrying the chart similar to Fig. 13. This drum is moved to position and latched by pin 59 sliding in bracket 58 and engaging the lead screw 53 through the slot in the sleeve 52 as shown. This pin thus causes sleeve 52 and drum 57 to rotate together and the lead screw causes the drum to advance on the sleeve as it is rotated. Supported by the rocker shaft 49 is the rod 60 carrying at its outer end the pencil 61 which bears upon the drum. In operation, it will be seen that when the rocker is moved by the arm 41, pencil and drum move together; when, however, arm 41 is restored to normal again, the rocker is moved forward and the drum remains sta- 2c tionary and hence the pencil makes a mark on the drum proportional to the amount or extent of the displacement of the shoe and the lead screw advances the drum as it rotates so that these markings are arranged in a spiral on the chart 201 substantially as shown in. Fig. 13.

A master chart may be provided for a division of trackwith markings as shown in Fig. 14. The horizontal divisions represent even steps of the drum caused by spring 54, and the vertical divisions represent each a rotation of the drum. The horizontal divisions are numbered 1 to 0 and may represent units; the vertical divisions are also numbered and represent tens. This numbers each division and the ram s on the track may be correspondingly num ered as 62, 63, 64, 65 and 66, Fig. 10. v

The master chart may be printed on transparent stock with markings 203 correspond ing to the movement, caused by a perfect working shoe and ramp for the entire division. When this is placed over chart 201,

taken from the drum 57 markings 202 can be easily compared; a short indication can be readily detected indicating a low ramp and its location determined by reference to a track lan showing the numbering of the ramps. -f all the markings made on the drum are short it indicates a worn roller or that an adjustment is required forthe arm 41. I

One arrangement of track wiring that may be used with this system is shown in Fig. 10. The track rails are indicated by-101, 102; these are divided at intervals by the insulated joints 103, 104 into block sections a, b, c, d, and e. .Each block section has a track battery 105 and a track relay 106 connected by wires 107 and 108 to the track rails at the opposite. end from the battery according to the arrangementr of the well known track circuit. Located near the beginning of each block are the ramps\ 62, 63, 64, 65 and 66 similar in construction to Figs. 1 and 2. The magnet D corresponds to the of the current which energizes these magnets for ramps 62 and 63 is simultaneously controlled by the third succeeding block.

The circuit of magnet H can be traced from battery 112, polarized contact 119 of relay 113, wire 120, wire 121, contact 114 of track relay 106, wire 122, magnet coil H, wire 123 and common return wire 110 to battery.

At ramps 64 and 65 the polarized relay 113 I is not used and contact 119 is omitted from this circuit. The circuit for magnet D can be traced from battery 112, contact 119, wire 120, neutral contact 118 of relay 113, wire 127, magnet coil D and wire 123 to common return. This magnet is thus controlled by relay 113 the circuit of which may be followed from common wire 110, wire 123, relay coil 113, wire 124, contact 115 of track relay 106, wire 125, contact 116 of track relay for the next succeeding block, wire 126, contact 117 of the track relay for the second succeeding block to battery negative on wire 121 and common return wire. Relay 113 is thus energized when blocks b, 0 and d are unoccupied by a train- When block d is unoccupied relay 113 associated with ramp 62 is energized from battery 112 through contact 117 at ramp 64 as shown, and when this block is occupied contact 117 connects to battery 111 of opposite polarity at ramp 64 and the change in polarity changes polarized armature 119 at 62. to connect with battery 111 thus changing the polarity by which both magnets H and D at ramp 62 are energized.

If section 0 is occupied contact 116 of the track relay at ramp 63 is open and relay 113 at ramp 62 is deenergized thus deenergizing magnet D at 62; if section b is occupied, contacts 114 and 115 are open and magnets D and H at 62 are both deenergized. This provides conditions by which the state of the track may be impressed upon the ramps for three blocks in the rear of the train.

It will be noted that polarized armature 119 of relay 113 is provided with a'spring tending to move the armature 419 to connect to battery 111. This battery will energize magnet B to operate armature 93 to open the circuit at 94, as hereinafter referred to.

That is, when the magnet 113 is deenergized.

by deenergizing the track relay, or by broken wires, the armature 119 is moved to the position to give restricted control. The block sections are not continued-beyond e, the polarity control is therefore not necessary at ramps 64 and 65 for the magnets D and H and these are energized, if at all, by negative polarity, and since the block does not extend beyond 6 there is no control for mag-v net D at ramp 65. Magnet D at 64 is controlled over blocks d and e by wire 127, contact 115 of track relay 106 at 64, wire 128 and contact 114 oftrack relay 106- for section 6.

On entering section f the cab signal 181 is automatically suspended by ramp 66 which is so arranged as to be energized with opposite polarities by the magnets at each end of the ramp. The windings of these magnets are so arranged with respect to the current in wire 129 as to produce N and S polarity in ramp 66 as shown in the drawing These magnets are energized from battery 112, wire 121 contact 114 when relay 106 is deenergized, wire 129 connected to the two magnets in multiple and wire 123 to common return.

In the arrangement described it should be noted that ramp 62 may be energized at both ends with the sides towards the running rail, for instance, of N olarity and the outer side of S polarity at t e time armature 119 connects to battery 112 and the track for blocks 5, c and d is clear, when this armature'connects to battery 111 this polarity is reversed as wouldsooccur when d is occupied. Also,

. the H'end of the ramp only may be ener- 11, 12,15, 16 and 17. Fig. 11 shows the congized with the' S pole towards the running railas when block 0 is occupied. The D end of the ramp cannot be energized when the H end is deenergized. Ramp 63 is correspondingly controlled with*respect to blocks 0, d and e.

The ramp 64 may be arranged to have the S pole of both ends towards the running rail when blocks d. and e are clear; to have the H end only energized with the S pole towards the running rail when block 6 is occupied and to be deenergized at both ends when block d is occupied.

Ramp 65 is arranged to have the H end only energized with the S pole towards the running rail when block 6 is clear and to be entirely denergized when this block is occupied.

The locomotive wiring is shown in Figs.

' ditions. of the vehicle circuits under clear running between ramps, Fig. 12 shows the Gmagnet and the shoe under the influence of an energized ramp; Fig. 15 shows magnets B and C and the shoe under theinflu'ence of a ramp energized .at both ends, Fig. 16 shows the shoe and magnet B under the influence of the leaving end of the ramp whichis energized and Fig. 17 shows the shoe and magnetsin engagement with a deenergized ramp. The plunger 47 operated by the shoe arm 41 controls contacts 131, 132 and 133 and by means of these contacts sets up the conditions which control the train and operate the cab signal, the latter being controlled by magnets 134,135 and 136.

The circuit of magnet 134 can be traced from battery 150, wire 151, wire 153, wire 154, contact 132, wire 155, contact 137 and wire 156 to coils of magnet 134 and return wires 161 and 160 to battery. This is known as the holding circuit and when the shoe engages a ramp and contact 132 is thereby opened, relay 134 is deenergized unless and until the pick up circuit from wire 156, contact 142 of relay 140, wires 153 and 151 to battery is established by energizing relay 140. This relay is energized by the conditions shown in Fig. 12; in this position the shoe has engaged an energized ramp but has not progressed far enough for the magnet B to engage the ramp; the circuit for magnet 140 is therefore closed from wire 163, contact 77", closed by magnet O, wire 164, contact 76 normally closed, wire 165, contact 90 mechanically closed by magnet B in the normal position and to battery wire 151. When relay 140 is energized, a holding circuit is established through contact 143, wire 166 and contact 132 until the shoe leaves the ramp. The back contact 132 to wire 166 remains closed until the front contact to wire 155 is closed, as indicated on the drawings; thus the energized portion of the ramp energizes relay 140, which is maintained energized by shoe contact 132 when the shoe is on the ramp and relay 140,

energized, closing the pick-up circuit of relay 134 whereby this relay is energized during the time the shoe is in engagement with the ramp and is maintained energized by the stick circuit through 132 after the shoe leaves the ramp.

The operation of magnet B and relay 135 is similar to that just described for relay 134 and magnet C except that magnet B is influenced by conditions at the opposite end of the ramp to energize the pick-up circuit. The circuit for relay 5 can be traced from battery connections 51, 153 and 154 to contact 131, wire 157 and contact 137, wire 158 to relay coils 135 and return wires 161 and 160 to batteryi When contact 131 is opened by the shoe, this relay is deenergized and remains deenergizeluntil contact 142 of relay 141 is closed, closing the pick up circuit between wires 158 and 153. Relay 141 is energized by the circuit including wire 167, contact 76", wire 168, contact 77*, wire 169 and contact 89 mechanically operated by magnet C to batwhen magnet C is not displaced by thev ramp,

hence this circuit is established when magnet C has passed off the ramp and magnet B is upon an energized portion of it. Relay 141 is thus energized while the magnet B is leaving the ramp. When it is energized a holding circuit is established through contact 143,

3Q tered on clear trac wire 170 and contact 131 to battery connections until the shoe passes 011' the ramp. Thus, when the relays 140 and 141 are once energized by the operation of magnets C and B, they are held energized by stick circuits closed by plunger 47 in the down position. This closes the pick up circuits of relays 134 and 135 whereby these relays are energized and when plunger .47 changes to the raised position these relays are maintained energized through their stick circuits, It will be noted that once the magnets B and C are energized the control produced thereby is transferred to plunger 47. The operation of contacts 89 and 90 by the mechanical displacement of magnets B and C insures that these magnets can only operate to energize relays 140 and .141 on entering or leaving aramp. The selective control of one set of the shoe apparatus by the position of the other set, as for instance controlling relay 140 by contacts 76 and 90 of shoe B prevents both sets of apparatus being influenced by a single end of the ramp if a train should stop with a shoe engaging the ramp at one end. It is to be noted that during the transit of the shoe over the ramp either magnet 134 or 135 may be momentarily deenergized even when the ramp at both ends is energized by the interruption of the holding circuits on contacts 131 anl 132 before the relays 140 and 141 are picked up to close their holding circuits at 143143. This flutter in the indication of the cab si al at everyramp encoun gives the indication of passing a ramp. The condition in Fig. 16 illustrates this in which both magnets B and C are in engagement with an energized ram in this case relay 140 was energlzed by t e entering end of the ramp and magnet G and this relay is maintained energized by plunger 47 in the down position. At the same time magnet B cannot energize 141 with contacts 77 and 89 open so that relay 135 is momen- 'tarily deenergized until magnet C passes ofi' the ram It will be noted that the circuit of the bra e valve 171 is closed by plunger 47 3 in the down position so that deenergizing relay 135 affects the indicator 180 only.

The condition of the circuits when magnet C passes ofl an energized ramp but with magnet B on the ramp is shown in Fig. 16. The pick up circuit of relay 140 is interrupted and the pick u circuit of relay 141 is closed through 7 6 77 and 89; this, in turn, picks 'up' relay 135 which is held energized on its stick circuit closed ,by 47 as it is moved to 162 and 160 to battery. If either of these magnets remains deenergized after the shoe leaves the ramp this brake valve will be opened. In order that it may remam inoperative during the transit of the shoe over the ramp a holding circuit from wires 173 and 172 to contact 133 is provided which supplles current from wire 154 when the shoe is engaged by the ramp. The train control system resides in the operation of valve 171 which is controlled by relay 134 and relay 135; that is, over two blocks. This valve is not controlled by relay 136 or the third block which affects the indicator 180 only. The train control is thus quite independent of indicator 180 and functlons as a two block train control system operated by the inductive impulse from the magnetic fields in each end of the ramps. The valve 171 ordinarily is comparatively slow acting so as not to be influenced by a momentary interruption of the circuit at 138-438. The magnets 92 and 93 respond to the polarity by which the magnets C and B, respectively, are energized. These magnets swing to one side when energized by one polarity and to the other side when energized by the oppositepolarity. Magnet 93, for instance. swings to the right as shown in Fig. 11 or in .Fig. 19 when ramp 62 is magnetized under clear track condition with the N pole towards the running rail. This closes the circuit from the battery wire 151, contact 94, wire 159, magnet 136 and wire 160 to battery. Under the same conditions magnet 92 swings to the right andopens the circuit of wire 186 and relay 185 at 94. Hence when the ramps are energized with the N pole towards the running rail, the circuit-of relay 136 is closed and the circuit of relay 185 is opened. I

It follows that when the polarity of the ramps is reversed with the S pole towards the running rail, the magnets. 92 and 93 will be swung to the left, thereby causing magnet 93 to open the circuit of relay 136 at 94 thus deenergizing this relay. Magnet 92 closes the circuit of relay 185 between wires 186 and 187, but the circuit between 187 and the battery wire 151 isopened at contact .94 controlled by magnet 93 'so that relay 185 is not energizedexcept at such times as magnet 92 is deflected towards the left while magnet 93 is deflected towards the right as in Fig. 18 hereinafter further explained.

A cab signal is indicated by 180 having the moving indicator 181 capable of taking up a variety of positions as controlled by the elevation of rod 182. This rod is elevated by a compound walking beam controlled by the position of relays 134, 135 and 136. When relay 134 is energized it elevates one end of the walking beam 184; relay 136 elevates the other end. The centre of this walking beam is connected to walking beam 183 at one end of walking beam 183 and the other end is elevated by relay 135. The operation of any of these relays therefore is either added to or deducted from the effects obtained from the operation of the other relays as afiecting the indication of the cab signal. The walkingbeam mechanism and signal 181 are thus progrcssively operated to the clear or to the stop position.

It has been shown that relay 134 is picked up by the entering end of the ramp being energized and that relay 135 is picked up by the leaving end of the ramp being energized, and relay 136 is energized or not cnergized according to the polarity of the ramp which is controlled by the current energizing the ramp. Also, magnet H controls through one portion of track, magnet D controls through this portion and an additional portion of track, and a particular polarity of en'- ergization of ramps 62 and 63 is determined by trafiic conditions in the portion of track controlling magnet D and an additional portion. Since the indications of the cab signal produced by the three responding magnets 134, 135 and 136 are accumulative on each other and the track portions affecting the control of the ramp are accumulative, it is apparent that these will function in the proper order to indicate track conditions. It should be noted that the locomotive may run back wards causing magnet B to take the place of magnet C and the system will function properly with the sequence of the operation of relays 134 and 135 changed about. Again, in single track operation, the position of the H and D magnets may be changed relative to the B and C magnets on the locomotive; this however, makes no change in the function of the apparatus since the operation of each magnet is similar.

It is desirable that the cab signal automatically suspend its operation in one or two block control when entering upon non-protected territory and resume operating conditions on entering protected territory. This condition is provided for by energizing the ends of the ramp with opposite polarity as indicated at ramp 66. When the shoe passes along the ramp, magnet C will engage the S pole of the ramp beforemagnet B, hence magnet 92 will momentarily be swung in a direction opposite to magnet 93, Fig. 11; that is, magnet'92 will swing towards magnet 93 as in Fig. 18; this closes a circuit at 94 from wire 187 to wire 186, energizing magnet 185 by wire 161 and 160 to battery. When this magnet is picked up contact 189 is closed to wire 188 which connects to battery, through contact 139 of relay 134 and wires 152 and 151. Relay 185 may be used to cancel the effect of the cab signal in various ways; the way shown consists of a screen 190 which moves to obscure the indicator of the cab signal when the system is suspended. A movement of the shoe that will momentarily deenergize relay 134 will deenergize magnet 185 and allow the system to resume its normal operation.

It is, of course, quite obvious that where only one electrical effect is to be obtained from a ramp, the entire ramp may be made into a magnet and only one set of magnet cores will be required on the shoe. If two effects are to be obtained. (a) the polarity of the current energizing the magnet may be used with a responsive device selectively operated by polarity as magnets 92 or 93 which may be used to control this effect, 01' (b), one end of the ramp may be used for one effect and the other end for the other effect, the effects from each end being selectively controlled as described without regard to the polarity of the current used to energize each end.

If three effects are to be obtained inductively from the ramp, one effect ma be ob tained from one end, another effect rom the opposite end to which the magnets B and C respond, and a third effect may be obtained selectively by devices 92 or 93 responding to the polarity of the current energizing the track device. An alternative third effect may be obtained when the ends of the ramp are energized with opposite polarities and devices 92 and 93 are caused to swing in opposite directions by these polarities, thus closing a circuit at 9494, simultaneously, by 92 and 93.

Relay 136 is connected by the walking beam with the indicator 181 and is controlled by magnet 93 which ordinarily responds to traffic conditions in the third block. It should be noted however that this indication is limited. If magnet 93 does not remain deflected to close circuit 94 as indicated in Fig. 11, relay 136 will only be momentarily energized, under clear trafiic conditions and the indicator 181 will be raised to the clear position at the time of passing a ramp only. This will give a momentary indication of the presence of a ramp as well as traffic conditions in the position except when under the influence of the track magnet.

If magnet 93 remains deflected to the right and magnet 92 is deflected to the left by a ramp having its S pole towards the track, the circuit of relay 185 will be momentarily closed upon magnet C engaging the ramp. This will obscure the indicator 181 at an improper time and renderthe indicator inoperative. Hence, when the cut-out system with are communicated to the vehicle inductivelyv and the trackway inductor and the vehicle inductive receiver may be constructed in a variety of forms ,a nd a full range of equivalents are contemplated by the invention.

- It will thus be seen that by the use of one ramp and a shoe of novel design as here shown, an extensive system can be obtained.

Having thus described my invention, I claim:

1. The combination, a railway track, a vehicle thereon, a ramp on said track consisting of a non-magnetic ridge and a magnetic ridge, and a device on said vehicle responding to said ramp.

2. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a non-magnetic ridge and a magnetic ridge, means for magnetizing said magnetic ridge and a device on said vehicle responding to said ramp.

3. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a non-magnetic ridge and a plurality of partial magnetic ridges forming part of one part1al magnetic circuit, means for magnetizing said magnetic ridges and a device on said vehicle responding to said ramp.

4. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a non-magnetic ridge and a magnetic ridge and a device on said vehicle responding to said non-magnetic ridge and another device responding to said magnetic ridge.

5. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a non-magnetic element and a magnetic element and a device on said vehicle responding mechanically 'to' said non-magnetic element and magnetically to said magnetic element. 4 r

6-. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a non-magnetlc element and a magnetic 0.) element and a device on said vehicle respondand a device on said vehicle responding tosaid ramp and independently responsive to said magnetism. I

8. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a plurality of magnetic ridges, means for magnetizing each ridge with the same polarity and a device on said vehicle responding to said magnetism.

' 9. In combination, a railway track, a vehicle thereon, a ramp on said track consisting of a plurality of ridges, a plurality of magnet coils placed between said ridges, said coils connected so as to magnetize each ridge with the same polarity and a device on said vehicle responding to said magnetism.

10. In combination, a railway track, a we hicle thereon, a ramp on said track comprising a plurality of ridges placed parallel to said track, means for magnetizing said ridges at intervals, each with the same polarity, and a device on said vehicle responding to said magnetism.

11. In combination, a railway track, a ramp on said track comprising a plurality of ridges placed parallel to said track, and means for magnetizing said ridges at intervals, each with the same polarity, and both with opposite polarities.

12. In combination, a railway track, a ramp on said track comprising a plurality of ridges placed parallel to said track, and a plurality of magnet coils connecting said ridges, said coils arranged to magnetize each ridge with the same polarity and both ridges with opposite polarities. v

13. In combination, a railway track, a ramp on said track comprising a plurality of ridges, means for magnetizing said ridges at one end of said ramp and means for independently magnetizing said ridges at the opposite end of said ramp.

14. In combination, a railway track, a ramp on said track comprising a plurality of ridges, means for magnetizing said ridges at each end and means for maintaining a neutral zone in the middle of said ramp.

15. In combination, a railway track, a ramp on said track comprising a plurality of ridges, means for magnetizing a portion of said ridges at intervals and means for maintaining a portion of said ridges neutral.

16. In combination, a railway track, a

ramp on said track comprising a plurality of ridges spaced from each other and made from magnetic material, a non-magnetic support for said ridges and means for magnetizing said ridges at intervals.

17 In combination, a railway track, a ramp on said track comprising a plurality of ridges spaced from each other and made from magnetic material, magnetic coils connecting said ridges and a means for supporting said coils and ridges through the neutral axis of said 001 s.

18. In combination a railway track, a ramp on said track comprising a plurality of ridges spacedfrom each other and made from magnetic material, magnetic coils connecting said ridges and a ridge of manganese iron sup porting said coils and ridges through the neutral axis of said coils.

19. In combination, a railway track, a ramp on said track comprising a length of T iron, a magnetic ridge placed parallel with the web of said T iron on either side and spaced therefrom, magnetic coils placed transversely of said ramp and connected to said magnetic ridges and means for supporting said coils by said T iron.

' 20-. In combination, a railway track, a ramp on said track comprising a plurality of ridges made from magnetic material, magnet coils connected to said ridges and spacing them apart, a supporting ridge with an aperture for said coils and a non-magnetic ring for protecting SBJd'COllS and positioning said magnetic ridges with relation to said supporting ridge.

21. In combination, a railway track, a ramp on said track comprising a non-magnetic ridge and a magnetic ridge, said non-magnetic ridge placed on a higher plane than said magnetic ridge.

22. In combination, a railway track, a ramp on said track, a vehicle on said track, an arm pivoted to said vehicle at right angles to said track, a shoe pivoted to said arm by a pair of independent pivotal connections and displaced bysaid ramp and means for causing said shoe to move in a vertical plane when so dis laced.

23. In combination, a railway track, a ramp on said track, a vehicle on said track, a shoe pivoted to said vehicle b parallel arms and moving in a plane at right angles to said track, and a lever arm connected to said shoe,

said shoe displaced by said ramp 24. In combination, a railway track, a ramp on said track, having a magneticmember and a non-magnetic member, and a vehicle on said track having a shoe, part of said shoe engaging said magnetic member and part engaging said non-magnetic member.

her and a non-magnetic member, and av vehicle on said track having a shoe, one member of said shoe engaging said non-magnetic member and a plurality of members of 'said shoe engaging said magnetic member.

26. In combination, a railway track, a ramp on said track having a magnetic and a non magnetic member, and a vehicle on said track having a shoe, one member of said shoe en-.

gaging said non-magnetic member and a member of said shoe responding to the magnetism of said magnetic member.

27 In combination, a railway track, a ramp on said track having a magnetic member, and a vehicle on said track having a shoe,

on said track having a magnetic member, and

a vehicle on said track having a shoe, said shoe having a member mechanically displaced by said magnetic member and responding to the magnetism thereof. I

30. In combination, a railway track, a

ramp on said track having a member energized by a magnet, and a vehicle on said track having a shoe engaging said ramp, said shoe having a member responding to the energy of said magnet.

31. In combination, a railway track, a ramp on said track having a plurality of ridges, a vehicle on said track having a shoe, said shoe having a plurality of members. each engaging one of said ridges, said shoe displaced by said ramp and means for maintaining said members in alignment on said ridges.

32. In combination, a railway track, a ramp on said track having magnetic mem-' bers of opposite polarity, and a vehicle on said track having a shoe, said shoe having a member engaging said magnetic members and forming a path for magnetic lines of force between said magnetic members.

33. In combination, a railway track, a ramp on said track having magnetic'members of opposite polarity, a vehicle on said track having a shoe. said shoe having magnetizable members, each engaging one of said magnetic members and an armature connecting said magnetizable members. I

34. In combination, a railway track, a ramp on said track having magnetic members, a vehicle on said track having a shoe, said shoe having magnetizable members engaging said magnetic members, and an armature responding to said magnetizable mem- I bers and said armature controlling a circuit. 25. In combination, a railway track, a ramp on said track having a magnetic mem- 35. In combination, a railway track, a ramp on said traclr comprising a plurality of ridges. a vehicle on said track having a shoe,

said shoe having a plurality of members,

ridges, a vehicle on said track having a-shoe, said shoe having a plurality of members, each engaging one of said ridges, and means for maintaining said members and said ridges in engagement when said members are worn unevenly. I

37. In combination, a railway track, a ramp on said track 0 prising a plurality of ridges, and a vehicle on said track having a shoe, said shoe having a plurality of members, each engaging one of said ridges, and said members supported each at the ends. of' a rocking lever carried by said shoe.

38. In combination, a railway track, a ramp on said track, and a vehicle on said track having a shoe, said shoe engaging said ramp and having a plurality of members, said members capable of movement with relation to said shoe and capable ofindependent movement with relation to'themselves.

39. In combination, a railway track, a ramp on said track, and a vehicle on said track having a shoe, said shoe engaging said ramp and having a plurality of members, said membe'rscapable of making a vertical movement with relation to said shoe and capable of makingan independent vertical mevement with relation to themselves.

40. In combination, a railway track, a ramp on said track, and a vehicle on said track having a shoe. saidshoe engaging said ramp and having a plurality of members, said members connected to said shoe by parallel arms and capable of making an independent vertical movement 41. In combination, a railway track, a ramp on said track, a vehicle on said track having a shoe, said shoe engaging said ramp and having'a plurality of members capable of independent movement and means for adjusting the extent of said movement.

42. In combination, a railway track, a

ramp on said track having magnetic members, and a vehicle on said track having a .shoe, saidshole having a member mechanically displaced by said magnetic members and controlling a circuit.

In combination, a railway track, a ramp onsaid track havinga magnetic ridge and a non-magnetic ridge on a higher plane,

a vehicle on said track-having a shoe, saidshoe having a roller engaging said non-magnetic ridge and an independent memberen- 55 gaging said magnetic ridge.

44. In combination, a railway track, a ramp (in said track having a magnetic ridge,

a vehicle on said trackhaving a shoe, saidshoe having a magnetizable member and a device responding to the polarity of said magnetic ridge. I

45. In combination, a railway track, a ramp on said track having magnetic ridges of opposite polarity, a vehicle on said track having a shoe engaging said ramp and a device on said vehicleresponding to the polarity of said ridges.

46. In a railway traflic' controlling system,

a railway track, ramps disposed at intervals on said track, a vehicle on said track on said track, a vehicle on said track having a shoe, said shoe displaced by said ramp and means operated by said/shoe for recording the extent of said displacement.

48. In a railway traflic controlling system, a railway track, ramps disposed at intervals on said track, a vehicle on said track having a shoe, said shoe displaced by said ramp and means operated by said shoe for recording progressively the extent of said displacement at each ramp.

49. In a railway trafiic controlling system, a railway track, ramps disposed at intervals on said track, a vehicle on said track having a shoe, said" shoe displaced by said ramp and means for recording the extent of said displacement at each rampand means for detecting an irregular displacement.

50. In a railway traflic controlling system, a railway track, ramps disposed at intervals on said track, a vehicle on said track having a shoe, said shoe displaced by'said ramp,

" means for recording the extent of said displacement at each ramp, means for detecting an irregular displacement and means for locating any ramp on said record.

51. In a railway traflic controlling system, a railway track, ramps disposed at intervals on said track, a vehicle on said track having a shoe, said shoe displaced by said placement of said shoe for marking said ramp, a chart, a stylus operated by the dis 1 chart and means for progressively moving said chart an equal distance for each displacement of said shoe.

'. .52. In a railway traflic controlling system, a railway track, ramps disposed at intervals on said track, a vehicle on said track having a shoe, said shoe displaced by said ramps, a device on said vehicle moving an equal distance for each displacement and meansfor recording said displacement on said device. I

\ 53. In a 'railway traffic, controlling systern, a railway track, ramps disposed at intervals on said track, a vehicle on said track having a shoe, said shoe displaced by saidramps, a cylinder supporting a chart mounted on a sleeve, a stylus operated by the displacement of said shoe for marking said chart, a ratchet operated by said shoe for moving said cylinder and a lead screw for moving said cylinder on its longitudinal axis.

56. In a railway traffic controlling system, a railway track, ramps disposed at intervals on said track, a vehicle on said track having a shoe with a lever arm, said shoe displaced by said ramps, a registering device having a regular movement and means for measuring the displacement of said shoe through said lever arm on-saiddevice.

57. In combination, a railway track, a ramp on said track having a magnetic member, a vehicle on said track having a shoe, said shoe having a laminated'magnetizable member responding to said magnetic'member and a solid end piece engaging said mag-- netic member. v

58. In a railway traffic controlling system, a railway track divided into blocks, a ramp disposed on said track for each block, and a plurality of magnets for independently magnetizing separate portions of said'ramp, one of said magnets controlled through the next succeeding block and the other of said magnets controlled through the next two succeeding blocks including the first mentioned block.

59. In a railway traffic controlling system, railway track lncluding a track circuit with a relay, aramp disposed on said track, and a pluralityof magnets for independently magnetizing separate portions of said ramp,

on said track, means for magnetlzing said ramps controlled by said blocks, a vehicle on sald track, a shoe on said vehlcle coactlng with said ramps, means for mechanically'displacing said shoe by said ramps and independent means displaced by said ramps for receiving an effect on said vehicle by electromagnetic induction.

62. In a railway; traffic controlling system,

a track divided into blocks, ramps on said track controlled by traffic conditions in said blocks, each ramp comprising a member having a magnetic field, a vehicle on said track. a shoe on said vehicle responding mechanically to each ramp and a device on said ve-v hicle responding to said magnetic field and a translating device onsai'd vehicle having an energized and a deenergized position and means whereby said translating device is energized by said magnetic field through said device and is deenergized by said ramp.

63. In a railway trafiic controlling system, a track, ramps dlsposed on said track, said ramps comprising a plurality of independently magnetized portions, a vehicle on said trac a device on said vehicle responding to said ramps and means for obtaining an independent eflect on said device from each magnetized portion of said ramp.

64. In a railway traffic controlling system, a track, ramps disposed on saidtrack, said ramps comprising a plurality of independently magnetized portions, a vehicle on said track, a device on said vehicle responding to said ramps and means for obtaining an effect on said device from each magnetized portion of said ramp and from the polarity of said magnetized portions. I

In a railway traflic controlling system, a track, ramps disposed on said track, said ramps having" a magnetized portion energized by magnet coils, a vehicle on said track,

a device on said vehicle responding to said ramps and means for obtaining an effect on said device from the character of the current used to energize said magnet coils and windependent effect from said ramp.

66. In a railwaytraflic controlling system, a track, ramps disposed on said track, said ramps having a magnetized portion energized by magnet coils, a vehicle on said track, a device on said vehicle responding to said ramps, means for obtaining an effect on said device from said magnetized ortion and an independent effect from the c aracter of the current used to energize said magnet coils.

67. In a railway traffic controlling system, a track, ramps disposed on said track, said ramps comprising a plurality of independently magnetized portions, a vehicle on said track, a device on said vehicle comprising a plurality of devices inductively responsive to said magnetized portions and means for obtaining an independent effect on said device from each of said magnetized portions.

68. In a railway trafiic controlling system, a track divided into blocks, ramps disposed on said track comprising a plurality of magnetized portions, one of said portions controlled through one of said blocks, another of said portions controlled through the same block' as the first portion and the succeeding block, a vehicle on said track, and a device I on said vehicle comprising a plurality of members responsive to said magnetized portions. p

69, In a railway traflic controlling system, a track, ramps disposed on said track parallel to said track and having means for independently magnetizing each end of said ramp, a vehicle on said track, a mechanism on said vehicle having a plurality of devices placed one, ahead of the other and moving in the plane of said ramp and means for obtaining an independent effect on said vehicle-from each end of said ramp.

70. In a railway 'traffic controlling system, a track, rampsdisposed on said track parallel tosaid track, a mechanism on' said vehicle having plurality of devices placed one ahead of the d ther and moving'in the plane of said ramps and means for controlling the efiect obtained from one of said devices by the movement of the other.

71; In a railway trafiic controlling system, a track, ramps disposed on said track parallel to said track and having means for magnetizing the ends of said ramp, a vehicle on said track having a plurality of devices inductively responsive to said magnetized ends,

said devices placed one ahead of the other and moving in the plane of said ramp and means for controlling the effect obtained from one of said devices by the position of the other device with relation to said ramp.

72. In a railway traflic controlling system,

a track divided'into blocks, ramps for said blocks, a vehicle on said track, a mechanism on said vehicle responding to said ramps with a plurality of effects, a plurality of magnets responding to said effects, and a walking beam operating an indicator and each-of said magnets connected with said walking beam.

73. In a system as described, the combination of a railway track with a vehicle thereon. devices on said track and a mechanism on said vehicle responding to said track devices, said mechanism comprising a plurality of magnets and a walking beam, said walking beam operating a translating device.

74:. In a'system as described, the combination of a railway track with a vehicle thereon, .devices disposed at intervals on said track, a mechanism on said vehicle responding with three distinct effects to said track devices and a walking beam on said vehicle independently operated by each of said effects.

75. In a system as described, the combination of a railway track with a vehicle thereon, devices disposed'at intervals on said track, a mechanism on said vehicle including a walking beam responding to a plurality of effects from said track devices and means whereby one ofsaid effects is accumulative upon another eifect on said mechanism.

76. In a system of the class described, the

I combination of a railway track with a vehicle thereon, devices disposed at intervals on said track, a mech amsm on said vehlcle respondimaaae ing inductively to three distinct effects from said devices and means whereby said effects are accumulative upon each other in the operation of said mechanism.

77 Ina system of the class described, the combination of a railway track with a vehicle thereon, devices disposed at intervals on said track, a mechanism on said vehicle responding inductively to three distinct effects from said track. devices and means whereby any of said effects are deductive from the other effects on said mechanism.

7 8. In a traincontrol system, the combination of a track having a vehicle thereon, a device on said track, a device on said vehicle initiated mechanically by said track device and means for causing a uniform movement of said vehicle device as it responds to said track device.

79. In a train control system, the combination of a track with devices thereon controlled by traffic conditions, a Vehicle on said track, a device on said vehicle initiated mechanically by said track device and means on said vehicle for producing a uniformmovement of said vehicle device each time it is initiated by said track device. 7 c

80. In a train control system, the combination of a track with devices thereon, a vehicle on said track, a device on said vehicle having a predetermined movement initiated by said track device and means on said vehicle for completing the movement of said vehicle device. 1 81. In a train control system, the combination of a railway track with a vehicle thereon, a magnet on said track having elongated poles of laminated iron with the laminations ertical and placed parallel with said track and a plurality of energizing means spaced longitudinally at intervals between said poles and a device on said vehicle having laminated poles aligning with and responsive to the poles of said track-magnet.

82. In a train control system, the combination of a railway track with a vehicle thereon, a magnet on said track having an elongated pole of laminated iron placed parallel with said track, a non-magnetic support for said pole and a laminated device on said vehicle responsive to said track magnet.

83. In a train control system, the combination of a railway track with a vehicle thereon, a device on said track having a central ridge with a ridge on either side, said centralaridge being on a higher elevation that the other ridges and a device on said vehicle responsive to said track device.

84. In a train control system, the'combination of a railway track with a vehicle thereon,

a device on said track having a plurality of ridges placed parallel to said track, said on said-vehicle mechanically ridges.

I 85. In a train control system, tli'combination of a railway track with a vehicle thereon,

sponsive to said magnetic portion and to said neutral portion.

86. In a train control system, the combination of a railway track witha vehicle thereon, a device on said track simultaneously ener gized from a plurality of direct current circuits and means on said vehicle selectively responsive inductively to said track device.

87. In a train control system, the combination of a railway track with a vehicle thereon,

a device on said track energized to produce magnetic fields from a plurality of direct current circuits and means on said vehicle responding inductively to said magnetic fields. I

88. In a train control system, the combination of a railway track with a vehicle thereon,

a device on said track magnetized from a plurality of sources and means on said vehicle responding inductively to said magnetism.

89. In a train control system, the combination of a railway track with a vehicle thereon, devices on said trackway at intervals, electric currents having difierent characteristics associated with said trackway devices and a mechanism on said vehicle responsive inductively and selectively to at least three different eifects from said currents.

90. In a train control system, the combination of a railway track with a vehicle thereon,

a device on said track associated with circuits tion of a railway track with a'vehicle thereon,

a device adjacent said track energized in portions from different sources of current and independent means on said vehlcle responsive inductively to each of said portions.

93. In a train control system, the combina tion of a railway track with a vehicle thereon, a device adjacent said track forming part of a plurality of electric circuits and a plurality of devices on said vehicle selectively and inductively responsive to said track device.

94. In a train control system, the combination of a railway track divided into blocks, a device adjacent said track having members controlled over different blocks and a vehicle on said track having a plurality of elements selectively and inductively responsive to said members. r

95. In a train control. system, the combination of a railway'track divided into blocks, a device on said track having a member controlled by one block and another member con trolled by a plurality of blocks, and a vehicle on said track having a mechanism responsive inductively to said members and controlle selectively by said blocks. I

96. In a train control system, the combination of a track with a vehicle thereon, a device on said track energized in portions, a device on said vehicle inductively/responsive to one of said portions and controlling a relay and means on the vehicle for maintaining said relay in the position to which it has been moved by said vehicle device during the time said vehicle device is under the influence of said track device. 4

97., In a train control system,the combination of a track with devices thereon, a vehicle on said track having a device responding to said track devices, said vehicle device having a predetermined movement and responding in varying degrees to said track devices and means on the'vehicle for completing said predetermined movement after said vehicle device is initiated by said track devices.

98. In a railway traific controlling system, the combination of a tracl; with devices disposed at intervals thereon, a block system controlling said track devices according to trafiic, a vehicle on said track having a pinrality of devices accumulatively operating a controlling mechanism and a plurality of de vices inductively responsive to said track devices and controlling-said accumulatively operating devices.

99. In a train control system, the combination of atrack with devices disposed thereon at an equal distance from the centre line of the track, a vehicle on said track having a plurality of devices 'accumulatively operating a controlling mechanism and a plurality of devices inductively responsive to said track devices and independently 0011- Y trolling said accumulatively operating devices.

100. In a train control system, the combination ofa track with devices disposed at intervals thereon, a block system controlling said devices according to traffic, a vehicle on said track having a mechanism responding to said track devices, and a pair of stick relays embodied in said mechanism, one of said relays picked up and held energized only while the vehicle passes said track devices and the other relay picked up by the first mentioned relay and held energizedas the vehicle passes between said track devices.

101. In a train control system, the combination of a track with devices disposed at intervals thereon, a vehicle on said track having a mechanism responding to said track devices, a recording device on said vehicle recording the operation of said mechanism by said track devices and a standard marked according to specific conditions on a portion of track with which to compare the results from said recording device.

102. In a train control system, the combination of a track with devices adjacent said track having sections controlled over different portions of said track, and a vehicle on said track having a'mechanism responding inductively and to the same extent to the different sections of said track devices Without regard to the order in which .said

sections influence said mechanism.

103. In a train control system, the combi- I nation of a track with a device ad acent thereto having sections controlled over different'portions of said track and energized to the same extent, .and a vehicle on said track having a plurality of elements responding independently to said sections of said track device and arranged to operate without regard to the order in which said elements are influenced by said track device. 104. In a system of the classdescribed, the combination of a railway track divided into blocks with a vehic'lethereon, a device on said track for each block, means for energizing said device and a mechanism on said vehicle responding inductively to at least three distinct effects from the energy in said track device.

. 105. In a trainicontrol system, the combi nation of a railway track divided into blocks, a device on said trackway having members electrically controlled over different blocks, a vehicle on said track, a translating device on said vehicle and a plurality of elements on said vehicle inductively and selectively responsive to said membersco'ntrolling said translating device.

106. In a train control svstem. the combination of a'railway track divided into blocks, devices disposed on the trackway for each block having members electrically controlled over different blocks, a vehicle on said track, a translating device'on said vehicle associated with the braking system of the vehicle and a plurality of elements on said vehicle 1 inductivel and selectively responsive to said members ontrolling said translating device.

107 In a train control system, the combination of a-railway track divided into blocks, devices disposed on the tra-ckway for each block having members electrically controlled over different blocks, a vehicle on said track,

' a brake valve on said vehicle, a plurality of members on said vehicle inductively responslve to said trackway' members and means onthe vehicle selectively operating said brake valve by said vehicle members. MATTHEW H. LOUGHRIDGE. 

